Drifting mechanism for locomotives



Man. 26), 1923.

H. L. RYMAN DRIFTING MECHANISM FOR LOCOMOTIVES Filed Mar.

Patented Mar. 2(3), 1923.

earsrrr HARRY Il- RYIJIAN, OF MINNEAPOLIS, MZNNESGTA.

IDRIFTING MECHANISM FOR LOCOMOTIVES.

Application filed March 14,

To all whom it may concern: I Be it known that I, HARRY L. RYMAN, a citizen of the United States, residing at Minneapolis, in the county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Drifting Mechanism for Locomotives; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same. 1

This invention relates to a drifting mechanism for locomotives, and particularly to the modern type of superheater locomotive, in which type, superheated steam is supplied to the cylinders.

With this type of locomotive, great trouble has been experienced when the throttle is closed and steam shut ofi from the cylinders, by the moving pistons drawing cinders and hot end gases into the cylinders and burning the oil. The high degree of heat of the parts caused by the superheated steam enables the hot end gases and cinders to ignite the oil, which, in combination with the air drawn into the cylinders through the relief valves burns the oil and causes an incrustation of carbon and cinders to accumulate in the cylinders and valve chambers. This trouble has been so serious that accumulations of such material an inch in thickness have often been encountered.

It has been proposed to omit the relief valves by which air is allowed to enter the cylinders when the locomotive is drifting, but this gives rise to a low pressure or vacuum in the cylinder and causes excessive pounding and wear on the valve bushings and packings.

Various forms of drifting valves have been tried but are open to many objections. lNith a drifting valve a certain amount of steam is supplied to the cylinders. This steam sometimes accumulates a sufficient pressure to cause the standing locomotive to creep or move and such steam being admitted to the cylinders, takes the control of the train to a certain extent away from the engineer. This is especially noticeable on a freight train where the slack between the cars and the slack caused by the draft devices is practically entirely taken from the control of the engineer. With a drifting valve, the steam admitted to the cylinders works against the brakes in coming to a stop or 1921. Serial No. 452,181.

running down grade, so that a large amount of coal is burned in the engine inetliciently.

It is an object of this invention, therefore, to eliminate the above objections to drifting valves and to prevent the burning of oil in the cylinders when the throttle is closed.

it is further object of the invention to provide a device for accomplishing the above named object which device can be used either with or without air relief valves.

lit is also an object of this invention to provide a drifting device which may be o erated with a supply of steam much less than that ordinarily required for a drifting valve. In fact, the present invention will use only from one-tenth to one-hundredth part of the steam required for a drifting valve.

These and other objects and advantages of the invention will be apparent'from the following description made in connection with the accompanying drawings, in which like reference characters refer to the same parts, throughout the different views, and in which,

Fig. l is a view showing somewhat diagrammatically a side elevation of the locomotive and the disposition of applicants in vention' thereon;

Fig. 2 is a view in end elevation of the cylinder saddle of a superheater locomotive, a portion thereof being shown in section; and

Fig. 3 is a vertical section through a portion of the front end of the boiler shown on an enlarged scale.

Referring to the drawings, a locomotive is shown comprising generally the boiler 1, the cab 2, the stack 3, and the customary exhaust pipe 4. This exhaust pipe is mounteddirectly over the exhaust passages on the cylinder saddle and is in alinement with the stack and the usual exhaust nozzle (not shown).

In accordance with the present invention, a pipe 5 is provided which extends from the universal valve 6, which latter is located in the cab in position for convenient manipulaticn by he engineer, forwardly and downwardly along the side of the boiler 1. At a point just in the rear of the cylinder ddle, the pipe extends inwardly and is led forwardly through the cylinder saddle, as shown in Fig. 2, through the o fiening it further section of the pipe is then led through an opening formed in the cylinder saddle into the exhaust passages 8 of the saddle and this section 5 of the pipe turns up xar ly and terminates a short distance above the bottom of the exhaust pipe 4. If

desired, a drain cock? may be supplied to the pipe 5 at the point just before it enters the cylinder saddle. A continuous clownward inclination is given to the pipe from the 6 to this point, so that any moisture which might collect therein may be effectivel}. drained therefrom. The pipe 5 tached thereto and to the throttle lever. The

pipe can, if desired, also be provided with manual means for turning steam into the same and for controlling the amount of steam passing therethrough, as indicated by the handle 9 on valve 11. The throttle lever 10 is of the usual standard construction except for its conne tion for controlling the How of steam in the pipe 5. Thislever is a well known part of every locomotive and its function is to control the valve admitting steam to the cylinders, which valve is usually located in the boiler under the steam dome and is not shown. The universal valve 6 is a well known part of every modern locomotive and is usually-disposed as shown on the amended drawing adjacent the top of the rear end of the boiler in the cabin. This valve is merely a steam connection of some size which is connected by a pipe called a dry pipe to the steam dome and all of the steam supply connections for the locomotive such as the injector connection, the lubricating system, steam connection, etc., are connected to this valve. The pipe 5 is therefore, also connected for convenience to this valve for its supply of steam. This universal valve is commonly referred to by railroad men as the pumpkin head. The universal valve, the usual throttle valve not shown and the-throttle lever are the same as usually employed and the specific structures thereof have no relation'to the present invention. As previously stated, this invention is particularly made for use on super-- heater locomotives. In Fig. 3, a vertical section of the front end of the boiler is shown. As illustrated therein, the dry pipe 15 delivers saturated steam to the superheater header 19, which steam circulates through the superheater units 16 which pass through the heating lines 18 secured at their forward ends in the tube sheet 17. The steam is returned by the unit 16 in a superheated state to the superheated steam chamber 147 of the header 19, whence it iscondurted to the valve chamber 20. The structure is illustrated to show one common form of arrangement of the means for en perheating the steam for the, cylinders. Such means are not novel and it is understood that other types of superheating means might be used. This invention does not depend upon the particular means for superheating the steam. An exhaust pipe is sometimes used having two passages therethrough, one communicating with the exhaust passage from each cylinder. In such a case, the pipe 5 would be provided with a T and a branch pipe therefrom led into each of the exhaust passages ofthe exhaust pipe.

Withv the structure described, when the throttle is closed, shutting off the steam from the cylinders, steam will be admitted to the pipe 5, and will'pass therethrough and be directed upwardly into the exhaust pipe 4. This will cause an upward current through the exhaust pipe and will effectively prevent any hot gases or cinders from being drawn downwardly therethrough. It is these hot end gases and cinders that cause the troublein the valve chambers and cylinders. The greatest damage is done on the first few strokes after the steam is shut off andbefore the relief valves or devices are in full operation. At this time the greatest suction is exerted downwardly through the exhaust pipe. The steam being admitted to pipe 5 simultaneously with the closing of the throttle, the hot end gases will be prevented from being sucked into the cylinder during these first few strokes. After the relief valves, whichare preferably used with this invention, are operating, the amount of steam passing through the pipe 5 can be greatly reduced. It may be noted that with the present invention, even if a small part of the end gases were sucked into the valve chamber and cylinder, the mingling of the steam from pipe 5 therewith would effectively prevent their igniting any of the oil. The air taken into the cylinders through the relief valves will not be able to combine with the oil and burn therewith if the hot cinders and gases are kept out of the cylinder.

Another advantage of the present invention is that when the engine is standing still, or when it is being fired up, steam can be admitted through the pipe 5 and will assist the combustion by causing a draft through the stack and also assisting in preventing black smoke from issuing therethrough. With the use of the device, it will act much as the present blower pipes or valves which are used in the frontend of the locomotive,

From the above description it. will be seen that applicant has provided an ex tremely simple means for preventing the burning of oil in the locomotive cylinders and that with a small change in the locomo-v reeaiee having been run for an exceptionally long period and the cylinders thereof found in perfectly clean condition. The device is simple and can be applied to standard 10- comotives at very low cost.

It will, of course, be understood that various changes may be made in the form, details and arrangement of the device without departing from the scope of applicants invention, which, generally stated, consists in the matter shown and described and set forth in the appended claims.

lVhat is claimed is:

1. The combination with a. super-heater locomotive having an exhaust pipe receiving exhaust steam from the cylinders and steam superheating means for superheating steam for the cylinders, of a drifting device comprising means for directing steam upwardly in said exhaust pipe, and means whereby steam is admitted to said last mentioned means when the throttle of the locomotive is closed.

2. A locomotive having in combination, means for superheating the steam used in the cylinders, an exhaust pipe for receiving the exhaust steam from the cylinders, means for delivering live steam to said exhaust pipe, and means controlled by the throttle control device of the locomotive for delivering live steam to said last mentioned means.

3. A locomotive having in combination, means for superheating the steam used in the cylinders, a cylinder saddle and an exhaust pipe leading therefrom adapted to receive the exhaust steam, a. pipe extending forwardly from the rear of the locomotive extending through said saddle and upwardly into the lower portion of said exhaust pipe, and means controlled by the throttle closing device for admitting live steam into said pipe.

4:. The combination with a superheater locomotive and the cylinder and exhaust passage leading therefrom to the stack and the means for superheating steam in the cylinders, of a drifting device comprising means for directing live steam outwardly in said exhaust passage, and means whereby steam is admitted to said last mentioned means when the locomotive is drifting.

In testimony whereof I afiix my signature.

HARRY L. RYMAN. 

